Traffic data management and simulation system

ABSTRACT

Systems and methods for, inter alai, geographically based analyses of traffic being carried over a wide scale traffic network. The systems integrate geographical information systems (GIS) with traffic simulation processes to allow a user to analyze traffic patterns and loads at specific geographic locations of regions. Additionally, these systems allow for traffic analysis over a wide scale traffic network that may encompass the traffic network that exists within an geographic region and can include, as examples, the traffic networks that span across a city, that interconnect cities, that interconnect states and that run across multiple states. To this end, the systems include traffic simulators that can adaptively or controllably select between multiple traffic simulation models for simulating traffic across different segments of the traffic network. The different models provide varying levels of granularity for measurements of geographical location of a vehicle traveling over the traffic network. Thus portions of the traffic network that are to be analyzed more closely can use the traffic simulator model with the highest degree of granularity, while traffic patterns across other areas of the network may be modeled with lower granularity models that may provide for computational efficiency.

REFERENCE TO RELATED APPLICATIONS

This application claims priority to U.S. Ser. No. 60/300,197 filed Jun.22, 2001, entitled TRAFFIC DATA MANAGEMENT, ANALYSIS, AND SIMULATION andnaming Howard Slavin and Qi Yang as inventors, the contents of which arehereby incorporated by reference.

FIELD OF THE INVENTION

The system and methods described herein relate to traffic analysis anddata management systems and modeling methods, and more specifically, tosystems and methods that integrate geographic information systems andtraffic simulation.

BACKGROUND OF THE INVENTION

Traffic simulation is a useful tool for analyzing traffic flows whendesigning roads, highways, tunnels, bridges, and other vehicular trafficways. It can help to answer many “what-if” questions prior to fieldconstruction; compare and determine the trade-offs between scenariossuch as different network configurations, suitable placements for signs,optimal timing of traffic signals, and the like. By analyzing the flowof vehicles over a road network, a municipality can improve the roadnetwork and traffic management to make more effective use of theexisting infrastructure and/or accurately project future travel demandand supply shortage, thus plan necessary expansion and improvement ofthe infrastructure to accommodate growth in traffic.

However, the ability to model traffic flow requires the appropriateanalytical systems and techniques for analyzing complex and dynamicsystems. Because of the many complex aspects of a traffic system,including driver behavioral considerations, vehicular flow interactionswithin the network, stochasticity caused by weather effects, trafficaccidents, seasonal variation, etc., it has been notoriously difficultto estimate traffic flows over a road network.

There exist traffic simulators for modeling the traffic flow across roadnetworks. Vehicle counts, speeds, and other traffic data over time andvarious locations are being collected to calibrate and validate thetraffic models. The planers and engineers can experiment with thesemodels to analyze how traffic may flow as volume increases, accidentsreduce available lanes and other conditions vary.

Although these traffic simulation tools are helpful, they are not easyto use and require a labor intensive process for the preparation of datainput and interpretation and analysis of simulation output. Often a userhas to spend days preparing the input data to apply to a simulator of aroad network. Moreover, the size of the road networks existingsimulators can handle, or the level of details these simulators canprovide are often limited.

A further drawback to these existing systems is that these models lackaccurate geographical representation of network objects. Specifically,many existing systems employ the traditional “links and nodes” graphformulation of traffic network, with each node representing anintersection or a change of traffic characteristics along the road, andeach link representing the roadway connecting the two end nodes. Theposition of nodes and/or links are represented by their 2D Cartesiancoordinates of X and Y, and do not necessarily align to their truegeographical locations. As a result of the arbitrarily chosencoordination systems, it is often difficult to accurately geocode thesurvey data, and reference data from different sources. Furthermore, thelack of geographically accurate road network data also results ininaccurate model output because of the errors in measurement of distanceand length.

Traffic simulation tools in general are computational demanding becauseof the complexity involved in modeling traveler behavior and becausenumerous network objects and vehicles need to be tracked. This isparticularly true for the microscopic traffic simulator in which vehiclemovements are modeled in detail on a second-by-second basis. On theother hand, some more aggregate models have been developed to simulatelarge networks, but they do not provide the necessary details inrepresenting the traffic dynamics in modeling traffic signal operations.As a result, neither models may be sufficient for detailed trafficengineering applications of a large scale urban network. However, thesecongested urban networks are exactly the areas whose severe trafficproblems need to be better studied and relieved.

Accordingly, today planners and engineers face significantdisadvantages, as current traffic simulation tools do not generallyscale to large urban areas in a manner that conserves calculationresources while providing meaningful simulation results. As a furtherdisadvantage, current tools do little to make design and testing easierfor users.

SUMMARY OF THE INVENTION

An object of the invention is to provide traffic network databasemanagement systems and methods for geocoding road network and storingtraffic survey and modeling data.

It is a further object to provide comprehensive traffic simulationsystems that provide a network for modeling large scale road networkswith variable levels of granularity.

It is an object of the invention to provide a geographical informationsystem (GIS) based graphical tool for editing traffic networks,analyzing and visualizing traffic data (e.g. geocoding, mapping,querying, reporting) and storing large quantities of time varyingtraffic data.

It is an object of the invention to provide traffic analysis systemsthat are more facile to use and reduce or eliminate the need to manuallyprepare input data files for traffic simulation models.

It is a further object of the invention to provide traffic analysissystems that provide a geographical context to information about trafficpatterns.

It is a further object of the invention to provide a traffic analysissystem that provides for analyzing data and developing data queriesabout the dynamic behavior of data at specific geographic locations ofregions.

Other objects of the invention will, in part, be obvious, and, in part,be shown from the following description of the systems and methods shownherein.

The systems and methods of the invention provide, inter alai, systemsthat are designed to allow for geographical analyses of traffic flowingover a wide scale road network. Accordingly, the systems describedherein integrate geographical information systems (GIS) directly withtraffic simulation processes to allow a user to analyze traffic patternsand loads at specific geographic locations of regions. Thus it allowsthe user to import and utilize existing data on travel demand, roadnetwork, and survey data from a wide range of sources. Additionally, thesystems include multiple traffic simulation models for simulatingtraffic across different segments of the traffic network. The differentmodels provide varying levels of granularity for modeling vehiclemovements over the traffic network. In other words, different parts ofthe road network can be designated to use a particular type of trafficsimulation model. Thus portions of the traffic network that are to beanalyzed more closely can use the traffic simulator model with thehighest degree of granularity, while traffic patterns across other areasof the network may be modeled with lower granularity models that mayprovide for computational efficiency. As will further be describedherein, as a vehicle moves from one portion of the traffic network thatemploys one type of simulation model to another portion of the trafficnetwork that employs a different type of model, the systems describedherein alter the model employed to switch the modeling logic used tosimulate the behavior of the vehicle to comply with the model logicemployed by that portion of the traffic network.

The hybrid modeling techniques and methods described herein allow foranalyzing traffic patterns and behavior over a wide scale heterogeneoustraffic network that encompasses major highways, arteries, as well aslocal city streets. Some of the roadways may be associated with asimulation model that provides a lower level of fidelity, based on thefocus of the application the availability or data and other modelingresources. Additionally and optionally, footpaths and bikepaths can alsobe simulated and their effect on traffic flow tested and analyzed.

More specifically, in certain embodiments the invention may be realizedas a system for analyzing traffic flow, that includes a geographicalinformation system (GIS) database manager for allowing a user to formspatial queries representative of queries formed from at least onespatial characteristic, a GIS database having a network representationof a transportation environment and being responsive to the GIS databasemanager for processing said spatial queries, a traffic simulator forsimulating, as a function of the network representation, a flow oftraffic across the transportation environment, and a database interfaceresponsive to said traffic simulator for processing simulation data andfor creating GIS data representative of time varying traffic data andfor modifying demand data stored in said GIS database.

BRIEF DESCRIPTION Of THE DRAWINGS

The foregoing and other objects and advantages of the invention will beappreciated more fully from the following further description thereof,with reference to the accompanying drawings wherein;

FIG. 1 depicts pictorially the structure of one system according to theinvention;

FIG. 2 depicts an example of an output graphic presented by a systemsuch as the system depicted in FIG. 1;

FIGS. 3A-3C depict pictorially a network representation of atransportation environment;

FIGS. 4A-4C depicts an origin/destination table of the type suitable foruse with the system depicted in FIG. 1;

FIG. 5 depicts pictorially the transition between three different typesof traffic simulation models that may be employed with the systemdepicted in FIG. 1.

DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS

To provide an overall understanding of the invention, certainillustrative embodiments will now be described, including a trafficsimulation system having the ability to simulate large, heterogeneoustraffic networks, while at the same time providing detailed output forselected portions of the traffic network. However, it will be understoodthat the systems and methods are not limited to these particularembodiments and can be adapted and modified for other suitableapplications and to provide other types of products and that such otheradditions and modifications will not depart from the scope hereof.

The systems and methods of the invention provide, among other things,systems that allow for large scale traffic simulation and analysis overa large road network. Additionally, as will be described herein, thesystems and methods may provide for a geographical information system(GIS) that cooperates with real world traffic surveillance and controlsystems to provide dynamically-changing geographical data representativeof traffic flow over a traffic network. The GIS system allows forspatial queries of the dynamically changing GIS data model to allow fora dynamic analysis of traffic loads that occur over time across thetraffic network. In other words, the systems and methods of inventionare generic in the sense that they can be utilized in “off-line”applications where traffic flow and traffic management simulators areused to estimate what would happen in the real world, or in “on-line”applications where all or parts of the components in the system arelinked to the real world counterparts.

Existing traffic simulation models typically deal with a particular typeof road facilities (e.g. access controlled freeways; or urban streets)and employ single level modeling fidelities (e.g. microscopic simulatorsbased on car following and lane changing models; mesoscopic ormacroscopic simulators based on speed vs density or travel time vs flowperformance functions). To model a wide area heterogeneous trafficnetwork, certain embodiments of the systems described herein employ asimulator that uses a hybrid model. Vehicle movements can either besimulated in detail using car following, lane changing, and individualdriver behavior models, or collectively using the performance functionsassociated with the road segments. Three types of traffic models, namelymicroscopic, mesoscopic, and macroscopic models, each simulate trafficflow at a different level of detail and running at different updatefrequencies (for example, microscopic model may run at 0.1 secondintervals; mesoscopic model at 1-2 seconds intervals; while macroscopicmodel at 5-10 seconds intervals), can be used simultaneously in a singlesimulation for designated intersections and road segments. This hybridapproach, by using variable level of details for different parts of thenetwork, has the ability to simulate large traffic networks, while atthe same time providing detailed output for the selected regions ofinterest. The ability to model large networks makes it possible to applysimulation studies to real world traffic network problems and obtainmore accurate and system wide performance measures; on the other hand,allowing microscopic traffic simulation for a selected subset of thenetwork provides modelers with the tools to conduct detailed and dynamictraffic applications in much broader network settings, therefore theimpact on and from the entire system can be addressed.

FIG. 1 depicts a first system according to the invention. Specifically,FIG. 1 depicts a system 10 that includes GIS database manager 12, a GISdatabase 14, a traffic simulator 18, and a traffic management simulator20. As further shown in FIG. 1 the GIS database 14 can optionallyinclude a plurality of different elements and tables including thedepicted survey sensors 24, the trip tables 28, the parameter tables 30,the travel tables 32, the path tables 34 and the signals and signs datarecord 38. Additionally, FIG. 1 shows an embodiment wherein severaloptional features can be connected into communication with the databasemanager 12. Specifically, FIG. 1 depicts the data importers 40, dataexporters 42, graphical user interface 44 and user programs 46 that caninterface with system 10 depending upon the application at hand. Asshown, at the core of the system 10 is a GIS-based traffic networkdatabase 14 which may contain the records of hierarchically organizedroad network objects, including nodes (intersections), links (roadsconnecting intersections), segments (sections of links each has uniformtraffic attributes), lanes, and toll plazas; an inventory of trafficsurveillance sensors, signals, and signs; trip tables that representtime-variant travel demands between various origin-destination (OD)pairs; path tables that explicitly list the routes habitually taken, ormodels and rules that determine such routes; parameter tables thatrepresent traffic characteristics and travel behavior; and travel timetables that describe the perceived historical and real-time travel timein the network.

In one embodiment each network object is assigned a unique ID, and ifapplicable, a geographical object and/or a relative position indicatorto represent its physical position. For example, each segment,representing a particular directional road section, owns (or shares withthe segment on the opposite direction) one or two geocoded line objectsthat represent the left curb (or center of two-way street) and rightcurb of the roadway (line for the right curb is made optional, and, ifnot explicitly coded, will be computed based the left line and lanealignments). The line objects can either be polylines or curve ofvarious types. Shape points representing the line objects storedifferential values of coordinates in longitude, latitude, and altitudeto compress the data size and improve the accuracy. Traffic sensors,signals, and signs can be either referenced to their relative positionsin segments that contain the objects, or explicitly coded withgeographical objects of points, lines, or areas. The hierarchicalrelationships between various types of network objects are implementedas sets. Each set has an owner and one or more members. For example, theupstream and downstream links connected to a node are represented by twosets owned by the node. Similarly, sensors, traffic signals, and signsin a particular segments may also be represented by sets.

In one embodiment attributes associated with a particular type ofnetwork object are implemented in data tables as part of the networkdatabase or external data files maintained by a user's applicationmodule. The unique ID, automatically assigned and maintained by GIS DBM12 to each network object that needs external reference, is employed tojoin the attribute tables to topologically organized and geographicallycoded objects. Separating attribute data, both static and time-variant,from the core road network database, improves the stability as well asthe usability of the database. For example, in simulating trafficoperations under two different weather conditions, the user does nothave to modify the core road network database; he/she only needs to jointhe data tables and choose fields that are related to weather condition.

The depicted system 10 allows the user to perform a geographicalanalysis of traffic flows over a wide scale traffic network and invariable level of detail. The GIS-based traffic network database manager12 (GIS DBM) is provided to support spatial queries of the objects inthe database 14. Stored in the GIS database 14, in one embodiment, is aquad key, data representative of indexing by geographical coordinates ofthe network objects such as nodes and links. Any network objects can befast searched by geographical location(s) and their attribute valuestabulated or mapped using the provided GIS front-end.

The GIS DBM 12 also allows a user to create spatial queries thatidentify a subset of data satisfying the parameters laid out in thespatial query. Accordingly, a user may employ the GIS DBM 12 to querythe GIS database 14 and joined attribute tables to identify and processthe traffic variables such as flows, average speed and delays atspecific locations on the traffic network. For example, in analyzing amodification to the road network (e.g. adding a lane to particularsections, designate a commuting freeway to high occupancy vehicles only)or a new traffic signal timing plan, the communities may be interestedin knowing the changes in travel delay at different parts of thenetwork, between different origin-destination pairs, and/or differenttypes of travelers. An example query be “Find all the roads with highlevels of congestion between 8:10 and 8:20 that are within 2 miles ofWashington's Monument”. As the system 10 employs a road networkrepresentation that is indexed by geographical coordinates, thegeographical coordinates of the road network may be processed along withthe geographical coordinates of a landmark database to identify roadswithin 2 miles of the landmark of interest. Thus, by indexing throughgeographical coordinates of the network objects such as nodes and links,any network object can be fast searched by geographical location(s) andtheir attribute values tabulated or mapped using the provided GISfront-end. This extendable feature of traffic network database byjoining the core network database with external attribute tables, andemploying the quad key based GIS search engine, provides flexibility inmanaging the complex array of traffic data. Although the above exampledescribes the joining of a landmark database, with the network database,it will be apparent to those of skill in the art that other databasesmay be joined, including census tract databases, zoning databases,weather databases showing moving storms and changing weather conditions,or any other databases that can be indexed by geographical data. Asdescribed next, adding the traffic simulator data to the database allowsthe system 10 to also provide traffic data as a function of physicallocation.

As shown in FIG. 1, the system 10 includes a traffic simulator 18 thatcommunicates with the GIS DBM 12. The traffic simulator 18, as will bedescribed in greater detail hereinafter, is capable of simulatingtraffic flow across the road network. The interface between the trafficsimulator 18 and the GIS DBM 12 allows the system 10 to receivesimulated traffic data from the traffic simulator 18 and update theappropriate data records linked to database 14. By periodically updatingthe travel demand either using a time-variant trip table or using adynamic OD flow estimation module, the system 10 is capable of modelingdynamically changing traffic flow across the traffic network. As willfurther be described hereinafter, the system also includes a trafficmanagement simulator 20 that couples with the GIS DBM 12. The trafficmanagement simulator 20 is a process that represents how traffic signalsand signs operate over time and what real time traffic information, ifany, is provided to the simulated travelers in the network. Thuscontinuing with our example, the system 10 can respond to the examplequery be “Find all the roads with high levels of congestion between 8:10and 8:20 that are within 2 miles of Washington's Monument”, bydetermining traffic volumes between 8:10 and 8:20 for the roadways thatare within 2 miles of the relevant landmark.

In one embodiment, the GIS DBM 12 can be a database manager of the typeof commonly employed for allowing a user to generate queries that can beapplied to a database to identify a subset of information within thatdatabase that satisfies the parameters laid out in the queries. In thesystem 10 depicted in FIG. 1, the GIS DBM 12 is a GIS based trafficnetwork database manager. To this end, the GIS based traffic networkdatabase manager 12 is capable of allowing a user to generate spatialqueries that can seek for relationships within geographical data staredwithin the database 14. Thus, the GIS DBM 12 can apply spatial queriesto the GIS database to collect information about a location, a region,or a plurality of locations and regions. It will be understood by thoseof ordinary skill in the art that this GIS DBM 12 provides a powerfuluser interface that facilitates the analysis of traffic data at aparticular location or over a particular region.

Through the depicted importer 40 and exporter 42 modules, the GIS DBM 12may exchange data with any other suitable GIS database manager system,including the ARCVIEW system, the TRANSCAD system produced and sold bythe assignee, or the MAP INFO system. Additionally, proprietary GISdatabase manager systems may be employed. It is advantageous, althoughnot necessary, to employ a GIS DBM system that follows industrystandards for formatting GIS data as this allows the system 10 to moreeasily import data, through data importer 40, into the GIS database,thus, allowing the system 10 to leverage existing GIS databases.

In certain preferred embodiments, the system 10 employs an extendedgeographic information systems (GIS) technology to facilitate themanagement, analysis, and simulation of traffic data from road networks.Information such a traffic intersection characteristics, laneconfigurations and connections, and traffic signal settings can all bemanaged in a GIS environment and can be represented with a high degreeof geographical accuracy.

Optionally, the system 10 includes tools for converting and extendingconventional GIS line data and planning network data into a moregeographically accurate road network suitable for storage of dynamictraffic data and simulation of traffic flows. This provides schematicrepresentations of transportation features that are geographicallyaccurate and that can be created from existing GIS data files. Polylinesof shape points and geometric curves are used to represent the roadnetwork accurately. Geographic editing tools can be used to change thenetwork rapidly and easily. The lanes and their geography are generateddynamically if necessary (i.e. the part of network is simulated usingmicroscopic model) and the default lane alignment (represented as laneconnectors) are created based on geography of the roads connected to anintersection. Optionally, a geographic polygon overlay process may beemployed to compute display regions for underpasses and overpasses.Polygon overlay is a process that identifies the areas of intersectionsof polygons; when combined with elevation information, it can bedetermined which portions of the roadway are on top of other roads andthus the visibility region for the traffic simulation can beautomatically computed and utilized. This provides for animations thatare more realistic as they can show vehicles moving in and out of viewas they pass under overpasses or bridges. As will be described next, oneadvantage of the systems and methods described herein is that theyprovide for more realistic animations of the traffic flow over a roadnetwork.

Turning to FIG. 2, one graphical depiction of a traffic network carryinga defined traffic flow is depicted. Specifically, FIG. 2 depicts atraffic network 50 and a vehicular flow that is carried across thatnetwork 50. As shown in FIG. 2, the traffic network 50 is depicted toaccurately represent the geographical positioning of that network. Thusfor example, the traffic network 50 includes geographical informationthat allows the system 10, through the graphical user interface 44 todepict the actual shape and pattern of the traffic network, includingthe loops, turns, and curves that are actually present in the actualroadway. Additionally, as depicted, the GIS database 14 can include anetwork representation of the roadway 50 that includes elevationinformation representative of the elevation of the roadway at differentpoints across the landscape. This allows the vehicles traveling on oneroadway, such as roadway 54 a, to appear to travel under anotherroadway, such as roadway 54 c. It will be understood that the system 10further may provide the geographic coordinates of each vehicle movingacross the roadways depicted in FIG. 2.

FIG. 2 further depicts that the traffic network 50 comprises differenttypes of roadways. For example, the traffic network 50 includes majorarteries 54 a, 54 b, 54 c and 54 d. Additionally, the depicted network50 includes smaller roadways 60 and on ramps and exit ramps 62.

Accordingly, it will be understood that in certain embodiments system 10may include a graphical user interface 44 that is capable of depicting arepresentation, and optionally an animated representation, of a trafficnetwork that is geographically accurate in its depiction of how theroadway lays out over the landscape. Additionally, it will be understoodthat the graphical user interface 44 can depict traffic flow data storedin the GIS database 14 generated, at least in part, by the trafficsimulator process 18. In certain embodiments the graphical userinterface 44 continuously updates, such as every tenth of second, thedepiction of traffic flow across the road network, thereby providing adynamic and changing image of traffic flow across the traffic network50.

Returning to FIG. 1 it can be seen that the traffic simulator 18 isrepresented as process that is in communication with the GIS DBM 12. Thetraffic simulator 18 may be any suitable traffic simulator capable ofmodeling the flow of traffic across a roadway.

One example of a traffic simulator is described in U.S. Pat. No.5,822,712 that discloses one traffic simulation process of the type thatmay be employed with the systems and methods described herein. In thesimulation process described in this patent, road sensors are employedto collect data about the actual traffic patterns a particular roadsupports. As described therein, sensors in the road network register thepassage of vehicles and any two of the three fundamental traffic flowparameters: density, speed, and flow. The correlation between thetraffic at a point X at a certain time and the traffic at another pointY some period later can in certain cases and under certain conditionsprovide good values. In these cases, the traffic can also be predictedwith good precision. Other traffic simulators may be employed with thesystems and methods described herein, and the simulator employed mayvary according to the application at hand. As will be described below,one traffic simulator 18 that can be employed herewith, will beresponsive to information within the GIS database, and will select thelogic model employed for simulating vehicle movement across the networkbases, at least in part, on information stored in the database.

For example, FIG. 3A depicts how network information may be representedin one embodiment of the invention, as a representation with nodes,links, segments, lanes, and optionally other features. As discussedabove, the network representation allows the simulation of trafficoperations in integrated networks of freeways and urban streets. Thedata that describes the network is read from a network database file,which can be created using an interactive graphical editor. The networkdatabase includes description of all network objects, such as, but notbeing limited to, lane connections (which lanes of one road connect towhich lanes of a connecting road), lane use privilege, regulation ofturning movements at intersections (no left turns, for example), trafficsensors, control devices, and toll plazas.

More particularly, FIG. 3A depicts a road-network of the type that maybe stored within the database 14 depicted in FIG. 1. As shown in FIG. 3Athe links and nodes lay out the different paths and connections thatexist within the road network being modeled. As will be known to thoseof ordinary skill in the art a node may represent an intersection ofseveral roadways or an origin and/or destination where traffic flowenters or leaves the road network. Similarly, a link may be understoodas a directional roadway that connects nodes. As shown in FIG. 3A thenetwork representation 70 may include links, such a the depicted link80, that may be divided into two segments, such as the depicted segments78A and 78B. A segment, in one practice, may be understood to encompassa road section with uniform geometric characteristics. As further shownin FIG. 3A the link 80 is divided into two equal segments 78A and 78Bwith one segment connected to a first node 82 and with the other segment78A connected to the other node 84. However, the way links are dividedmay vary according to the application. FIG. 3B illustrates thatdifferent portions of the network representation 70 may be associatedwith different traffic simulation logic. Thus as discussed above,different simulation logic may be applied by the traffic simulator 18 tovehicles moving across different portions of the network. This isillustrated in part by FIG. 3B that presents a legend wherein, in thisembodiment, three different types of travel logic, microscopic,mesoscopic and macroscopic are employed. In other embodiments, twomodels may be employed instead of three and in other embodiments, morethan three models may be available. The actual models and the number ofmodels can vary depending upon the application, and the systems andmethods described herein are not to be limited to any specific models ornumber of models.

Thus, the network representation 70 may have different links, nodes andsegments associated with different kinds of model logic. As will bedescribed in greater detail with reference to FIG. 5, vehicles movingacross different segments may be simulated with different logic modelsdepending on which segment, node or link the vehicle is travelingthrough. By providing different models, information about vehicle flowmay be modeled with different levels of grainularity at differentlocations on the network. Thus, continuing with the earlier example ofan example query be “Find all the roads with high levels of congestionbetween 8:10 and 8:20 that are within 2 miles of Washington's Monument”,it may be that once the roadways are determined, the user may, by usingthe graphical user interface 44, select the portion of the network 70that represents those congested roadways, with the model logic thatprovides the highest level of detail. Other portions of the network 70may be modeled with logic that provides less detail but that is lesscomputationally demanding.

FIG. 3C illustrates that a link, such as the depicted link 86 may map toa data table 92. Specifically, as described above the networkrepresentation 70 may include geographical coordinate information forassociating the network representation 70 with geographical coordinatesthat correspond to geographical coordinates of the actual road networkbeing modeled. To this end, each link, node, or segment may beassociated with a set of shape points wherein each shape point mayprovide geographically coordinate data. Thus FIG. 3C depicts that thelink 86 may map with the data table 90 that includes informationincluding the origin 94 and destination 96 of that link 86 as well as aplurality of shape points 96A through 96D that represent actualcoordinates, such as GPS coordinates that include longitude, latitudeand altitude, that can associated with the link 86. Thus, the networkrepresentation of the transportation environment may be geocoded, whichas those of skill in the art understand, includes, but is not limitedto, a process of matching records in one database, such as addressinformation, with map position reference data in another database.

Along with the network representation 70, the GIS database 14 mayinclude information representative of the demand of traffic that flowsacross the road network. FIG. 4A depicts a plurality of origin anddestination tables. An origin and destination table may be set up forautomobiles, a separate one for trucks, a separate one for vehiclestraveling on a high occupancy vehicle rain, bicycles, or for any otherobjects moving across the road network. As shown in FIG. 4A, the originand destination table, in this embodiment, comprises a matrix whereinthe set of possible origins is laid out along the Y axis and the set ofpossible destinations is laid out across the X axis. At each pointwithin the matrix depicted in FIG. 4A, a value representative of theflow occurring between that origin and destination may be provided. Theflow may represent the actual volume of cars, trucks or whatever isbeing modeled, at a particular time. To determine the volume informationthe system may employ, as depicted in FIG. 4B as statistical analysisthat employs an algorithm to generate a flow list, FIG. 4C, that showshow the volume of traffic varies. Specifically, FIG. 4B depictsgraphically how the volume of traffic varies over the course of an hour.Specifically, employing algorithms known in the art, the flow of trafficfrom an origin to a destination may be modeled possibly through the useof earlier collected and periodical data, to determine the volume offlow at any particular time during the course of any hour, day, or someother period. This information may then be provided into a traffic flowlist, such as the depicted traffic list FIG. 4C that provides a list ofthe volume of flow that occurs between each origin and destination ateach time. As time varies, the information in the origin and destinationtables depicted in FIG. 4A may be updated so that vehicle movementacross the road network may be modeled dynamically.

In one embodiment, the system specifies, as shown in FIG. 3A, at thenode (intersections) layer what logic is applied to simulate vehiclemovement. In one embodiment, one of three types of traffic simulationlogic can be designated to individual nodes:

-   -   Microscopic: Movements of individual vehicles are modeled in        finest level of detail based on car-following and lane-changing        logic. Location of vehicle is tracked in detail (x and        y-position in a lane).    -   Mesoscopic: Vehicles are collected and modeled as traffic        streams. Their movements are based on speed-density functions.        Only the approximate positions (x-position in a road segment)        are tracked.    -   Macroscopic: Aggregated delay function is used to estimate the        average time vehicles travel a link or intersection. No details        of vehicle positions modeled. Only the entry time into the link        or node is tracked.

The user can create a selection set of nodes, which do not have to beconnected neighbors, and designate these nodes to a particular type.Creation of vehicle objects and their movements in a specific segment orintersection are based on appropriate logic associated to the type ofthe node or segment. The road segments connected to a node inherit thetype of that node. FIG. 5 illustrates one practice for handling vehiclesas they move from one portion of the network 70 being modeled with onetype of logic, to another portion of the network 70 being modeled withanother type of logic. In this practice, if two nodes of different typesare connected by a single link, the link is divided into two segmentsand each segment inherits its type from the node to which it connects.Three types of transition are defined. These transitions occur betweenpairs of segments. As shown in FIG. 5, when a vehicle moves into adifferent type of segment, the “polymorphic” vehicle changes its typebut continues to move in the new segment according to the simulationlogic assigned to that segment. This method significantly reduces thecomplexity of “hybrid” traffic simulation, and provides the user withthe flexibility of trading off between accuracy and speed, level ofdetail and availability of data and resources.

Although FIG. 1 depicts the traffic analysis system 10 as functionalelements, it will be understood that the system may be realized as asoftware system executing on a data processing platform that configuresthe data processor as a system according to the invention. Moreover,although FIG. 1 depicts the system 10 as an integrated unit it will beapparent to those of ordinary skill in the art that this is only oneembodiment, and that the invention can be embodied as a plurality ofcomputer programs that can operate on separate or distributed dataprocessing platforms. In fact, the system is designed to be flexible inusing multiple processors to work on the same module or each processorworks on a different model in a distributed environment. For example, itis not necessary that the database system be hosted on the same systemas the traffic simulator or user interface process; multiple processorscan be used in traffic flow simulator to conduct the tasks of movingvehicles simultaneously.

As discussed above, the system can be realized as a software componentoperating on conventional data processing system such as a UNIXworkstation. In that embodiment, the system 10 can be implemented as a Clanguage computer program, or a computer program written in any highlevel language including C++, Fortran, Java or basic. Additionally, inan embodiment where microcontrollers or DSPs are employed, the system 10can be realized as a computer program written in microcode or written ina high level language and compiled down to microcode that can beexecuted on the platform employed. The development of such systems isknown to those of skill in the art, and such techniques are set forth inDigital Signal Processing Applications with the TMS320 Family, VolumesI, II, and III, Texas Instruments (1990). Additionally, generaltechniques for high level programming are known, and set forth in, forexample, Stephen G. Kochan, Programming in C, Hayden Publishing (1983).It is noted that DSPs are particularly suited for implementing signalprocessing functions, including preprocessing functions such as imageenhancement through adjustments in contrast, edge definition andbrightness. Developing code for the DSP and microcontroller systemsfollows from principles well known in the art.

Those skilled in the art will know or be able to ascertain using no morethan routine experimentation, many equivalents to the embodiments andpractices described herein.

Accordingly, it will be understood that the invention is not to belimited to the embodiments disclosed herein, but is to be understoodfrom the following claims, which are to be interpreted as broadly asallowed under the law.

1-27. (canceled)
 28. A geographic information system (GIS) comprising: ageographic database comprising geographically accurate lane-levelrepresentations of road segments and connections, lanes, lane widths,lane configurations and connections, traffic controls and elevations;and a visualization system that visualizes traffic conditions atgeographically accurate lane-level detail.
 29. The GIS of claim 28wherein: said traffic conditions vary with time; and said visualizationsystem visualizes said varying traffic conditions dynamically.
 30. TheGIS of claim 28 wherein said visualization system updates at intervalsof at most one second.
 31. The GIS of claim 28 wherein said trafficconditions are selected from the group consisting of historical data,real-time data, prediction data, and combinations thereof.
 32. The GISof claim 28 wherein said visualization system further visualizes statesof at least one of traffic signals, message signs, sensors, detectorsand toll gates.
 33. The GIS of claim 28 wherein said geographic databaseis linked to at least one other database.
 34. The GIS of claim 33wherein said at least one other database is one of a landmark database,a census tract database, a zoning database, and a dynamic weatherdatabase.
 35. The GIS of claim 28 wherein said visualization systemvisualizes traffic incidents.
 36. The GIS of claim 28 wherein saidvisualization system visualizes work zones.
 37. A vehicle routing systemcomprising: a geographic database comprising geographically accuratelane-level representations of road segments and connections, lanes, lanewidths, lane configurations and connections, traffic controls andelevations; and a route selector for providing lane-level guidance froman origin to a destination.
 38. The vehicle routing system of claim 37wherein said route selector provides lane-level guidance for each of aplurality of vehicles from a respective origin to a respectivedestination.
 39. The vehicle routing system of claim 37 wherein saidlane-level guidance provided by said route selector is time-dependent.40. The vehicle routing system of claim 39 wherein said lane-levelguidance is based on data selected from the group consisting ofhistorical traffic data, real-time traffic data, predicted traffic data,and combinations thereof.
 41. The vehicle routing system of claim 37further comprising a map display of said lane-level guidance.
 42. Thevehicle routing system of claim 37 wherein said lane-level guidance isbased on at least one of (a) historical travel time data, and (b)real-time travel time data.
 43. A geographic information system (GIS)comprising: a geographic database comprising geographically accuratelane-level representations of road segments and connections, lanes, lanewidths, lane configurations and connections, traffic controls andelevations; and a conversion tool that converts conventional GIScenterline data to said geographically accurate lane-levelrepresentation.
 44. The GIS of claim 43 further comprising an editingtool for correcting said database.
 45. The GIS of claim 44 wherein saidediting tool allows editing of lane and intersection geography andconnectivity.